Bike-sharing

While the schemes are having positive impacts

in urban areas, particularly by helping to reduce

individual vehicle use, community members are

frustrated that the bikes are constantly congesting

footpaths, driveways and train tracks, and that many

are being vandalised and dumped in public areas.

The key to the frustration seems to be this: that while the operators are responsible for these inconveniences, given it is a dock-less system, they have little control over the bikes’ storage and whereabouts when not in use.

The State of Play:O-Bike and Reddy Go are the two bike-share operators currently operating in Australia, with China’s Ofo set to launch in Sydney in late 2017. All the schemes operate on a similar model; users pay an initial deposit to join the service and then for each trip they take.

Dock-less bike-sharing schemes have recently commenced in major Australian cities and they seem to have polarised the community.

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The bikes are all self-locking and have GPS trackers so riders can locate and reserve a bike through an online app. On locating the bike, users scan the bikes' QR code with the app, which starts the rental period and removes the bike from the map during that trip. At the end of the journey, closing the lock on the rear wheel secures the bike and registers it as available on the map again.

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Bike-sharing

Australian context:In comparison to other countries, bike-share schemes have taken a long time to hit the market in Australia. European cities led the charge, with small-scale programmes in place in Denmark, the UK and France throughout the 90s and larger programmes launching from 2005. Despite the momentum overseas, the introduction of bike-share schemes has been delayed and there are many plausible reasons.

The first factor could be helments. Along with New Zealand, Australia remains the only country in the world to legislate mandatory helmet use nationwide. While only a small factor, wearing a helmet is typically an inconvenience for short journeys or spontaneous trips where riders simply want a quick way to get around.

The second possible factor relates to the nature of the road network in Australian cities. As it stands, travelling between suburbs is difficult by bike, particularly where bicycle lanes blend with main roads and create safety issues. Further, the size of Australian cities makes it hard to have sufficient bicycle infrastructure, which in turn means it has been difficult to create a consistent network for regular and occasional users.

Lastly, popular media often criticise the attitudes and the cycle-lobby groups, towards ownership of the road and how this causes conflict with motorists. The resultant stigma may influence people not to ride, or choose it over other forms of transport.

Bike-sharing

Trial experience:Dean Rance - GTA Sydney To get a sense of how the scheme worked, I embraced the idea of using bicycle share schemes to get around, specifically for journey lengths around 3-5km. I first downloaded the app a month ago and have since taken trips from where I live (Redfern) to locations like Bondi Junction, Ultimo, the Sydney CBD and Kingsford. It’s worth noting that a characteristic of each trip was that there tended to be off-road infrastructure to support recreational riding. For instance, riding home from Sydney’s CBD meant using cycleways along Kent, Liverpool and Castlereagh Streets as well as Campbell and Bourke Streets, with small on-road sections in local streets around Redfern. Overall the scheme functions well, however there were some issues.

One of the issues that has emerged, and it is one shared by all bicyclists, is the use of bicycles on footpaths where appropriate onroad bike infrastructure is not available. Riding of footpaths is prohibited in NSW except for anyone under the age of 12 or people accompanying a child under that age who is also on a bicycle. In itself, this regulation can put a brake on uptake of the scheme.

Another constraint is that shared bikes are often under-geared for faster road conditions and therefore limited to inner-city riding only.

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To make the service more practical, there needs to be

a compromise that allows riders to maintain suitable

speeds along roads as well as ascend hills of up to 6%

while minimising mechanical issues and maintenance

costs to the operator.

Keeping bikes circulating within a defined area is more complex with a dock-less service where the bikes are not returned to purpose-built areas or readily available for maintenance and checks on the componentry.

Bike-sharing

To dock or not to dockOne of the most controversial aspects of the dock-less bike-sharing schemes is that they are just that; dock-less. There are no designated parking areas or facilities to house the bikes when stationary. Community members oppose the idea of dockless parking model on the basis that private companies are profiting from the use of public domain in-lieu of leasing dedicated space for parking.

This certainly appears to be a valid argument and one that local governments are also considering for car-share operators such as GoGet. During an AITPM conference in 2016, one of the discussions around GoGet was the extent that Council should subsidise the cost of parking provisions for such operators. This is despite numerous Australian studies which indicate that such car-share schemes significantly offset parking demand in inner city areas.

Operators of bicycle-share schemes, however, claim that being dock-less is a critical element to their business model and offering. As a user, the convenience of being able to park in front of your destination is hugely attractive. If riders had to park several hundred metres from their destination or search for a dock with free space, they may have second thoughts about using the service. The way around this of course is to provide docking stations on every street, though this would significantly impact street parking for cars as well as the likely cost of the scheme. There are however examples of businesses taking matters into their own hands. One example of this is the Rapha Bicycle Store on Crown Street, Surry Hills, where Rapha engaged with the City of Sydney to fill in a single parking space and replace it with bicycle parking for their customers (see images).

Docks for shared-bike programme in New York City

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Old Kerb Line

Bike-sharing

Creating space for dock-less bikesOne possible solution would be to build out No Stopping zones on corners to provide parking for bike-share schemes and bicycles in general. These are typically dead spots in the road reserve. While the RMS recommends no stopping areas of 10m-20m to support sight lines for vehicular traffic, bicycle parking would most likely not impede visibility. Such parking areas could also be installed in the no stopping zones approaching other facilities such as pedestrian crossings. There remains the question around the funding of these parking spaces and the prioritisation of construction given the number of no stopping areas in urban areas, however it is an option worth consideration.

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NO STOPPING

NO STOPPING

No Stopping Signs

Width of extension (m) Form kerb ramp to sign (m)

0 20

1.5 15

2.0 10

>2.5 At Tangent point of kerb extension and kerb line or 7.5 which ever is greater.

20 m 10 m

20 m

Optional

R5–40 R5–400R5–40 R5–40R5–400 R5–40

Optional

Bike-sharing

The futureInternationally, there are several bike share schemes with electric bicycles. These support increased rideability, particularly in maintaining higher speeds on long stretches and negotiating hilly terrain, and would likely be more attractive compared to normal bicycles. The distinction with these models is that they use docks to house bikes and charge the batteries. In capital cities like Madrid, Lisbon and Copenhagen these systems have been introduced en masse and the bikes are used so frequently that placing docks throughout the city is not seen a burden but rather a facilitator of the service. As these systems have docks, users are responsible for returning the bike to a storage bay at the end of their trip and are accountable for the bikes during the hire period. Due to this accountability, riders are less likely to cause damage to the bikes and there is less occurrence of vandalism/dumping by other members of the public when the bicycles are stationed.

Potentially there could be a two-tiered bike system. Standard bicycles can be used as they are currently - there will be a larger number of bicycles that can be parked anywhere - as well as electric bicycles stationed in strategically located facilities. Depending on the level of security, there could be outdoor storage facilities where the bikes are stored. They could be secure access (for example via Opal card) and give people access to electric bikes which can be returned to another bicycle cage.

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The fundamental problemAvailability of appropriate road infrastructure stands in the way of a shift to cycling as a reliable and safe mode of transport. A substantial proportion of the population tends to indicate that they would consider cycling short distances but do not because of the fragmented bicycle network and implied safety issues alongside other traffic. This issue is not something that impacts bike-sharing per se, but rather the shift towards cycling and its longevity in Australian cities. With bike-share schemes becoming more popular in Australia, it is no longer a question of finding a bike to use, but creating the dedicated road space that will facilitate and encourage this form of mobility and keep users safe.